Air conditioning



Oct. 28, 1941. c. F. HENNEY 2,260,900

' AIR CONDITIONING Filed Dec. 30, 1957' 6 Shets-Sheec 1.

'BY V Oct. 28, 1941. c. F. HENNEY ,9

' AIR CONDITIONING Filed Dec. 50, 19s 6 Sheets-Sheet 2 v ATTORNEYS Oct. 28, 1941. c. F. HENNEY AIR CONDITIONING Filed Dec. 50, 1937 '6 Sheets-Sheeti I I l I I l l r l l l l l I I W UUUUUUUU INVENTOR.

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' AIR CONDITIONING Filed Dec. 30, 1937 6 Shgets-Sheet'4 i i ll II .376

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INVENTOR.

Oct. 28, 194-1. c. F. HENNEY 2,260,900

AIR CONDITIONING Filed Dec. 30, 1937 6 Sheets-Sheet 5 S888 0000 m 0000 m 0000 0000 \m 0000 m INVENTOR.

Oct. 28, 1941. c. F. YHIIENNEY' AIR CONDITIONING 6 Sheets-Shet 6 Filed Dec. 50, 1937 Patented Oct. 28:, 1941 AIR CONDITIONING Charles F. Henney, Dayton, Ohio, assignor to General Motors Corporation, Dayton, Ohio'ya corporation of Delaware Application December 30, 1931, Serial No. 182,535

6 Claims.

This invention relates to refrigerating apparatus and more particularly to air conditioning meansfor railway cars and other vehicles.

The air conditioning of a railway car presents a particularly diificult problem because the car has no dependable source of .power. Railway cars when they are pulled by a locomotive, of course can derive power from the pulling of the car by the locomotive and they are provided with a low pressure steam line from the engine for heating purposes. However, when the car is disconnected from the locomotive neither of these sources of power are available.

It has been customary to provide an axledriven generator and storage batteries for lighting purposes and steam lines are provided, at many of the passenger stations for supplying the cars with steam when they are on a siding. In order to provide refrigeration it has been customary to provide a much larger axle-driven generator and a much larger battery for providing electric energy to drive the refrigerator compressor. The electrical equipment for such a system is very costly and the. use of the electrical drive for the compressor reduces the overall efiiciency of the use of the power provided by the locomotive, and also increases the dead weight of the car which tends to reduce the possible acceleration which might be'obtained in normal operation of the train. 1

It is therefore an object of my invention to provide an improved and more efiicient air conditioning system for a railway car and other vehicles which is relatively lighter in weight and lower in cost than the electrically operated air conditioning systems, and which will provide air conditioning under all normal uses of the car.

It is another object of my invention to provide an improved circulating system for a railway car and other air conditioning applications which may be used for both heating and cooling purposes in a very eflicient manner.

It is a further object of my invention to provide an improved and more eflicient means for liquefying the refrigerant in railway air conditioning systems.

It is another object of my invention to provide an improved railway air conditioning system, operated by a mechanical drive from the car axle, which will have facilities for refrigeration of the air when the car is standing.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accom- Fig. 4 is a view of the refrigerant air conditioning system for the car shown in Fig. 1;

Fig. 5 is a wiring diagram for the air conditioning system shown in Fig. 4;

Fig. 6 is a diagrammatic top view of the refrigerant liquefying apparatus shown in Fig. 4;.

Fig. 7 is a view of the constant speed axle drive of the compressor shownin Fig. 4, together with a modified form of liquefying'apparatus;

Fig. 8 is a wiring diagram of the apparatus shown in Fig. I;

Fig. 9 is a modified form of liquefying apparatus;

Fig. 10 is another modified form of apparatus; a

Fig. 11 is a view of one of the water throwers as shown in Fig. 9;

Fig. 12 is a side view of a two-way fan shown in Figs. 4, 6, 7, 9 and 10; and

Fig. 13 is a rear view of the fan shown in Fig. 12.

Briefly I have shown a portion of a railway passenger car having duct means 40 extending along the top of the car and duct means 36 extending beneath the floor of the car which is connected to a duct means in the upper portion of the car. The duct means in the top of the car has openings 42 in its bottom wall while the duct means 36 in the floor of the car have openings 38 underneath the seats of the car. Manually controlled dampers 56, 58 and 60 liquefying are provided so that when the air is being I heated a fan forces it out through the openfor supplying refrigeration to the car. This system has one evaporator 50 located in the air stream of the duct means provided with a fan 52 which circulates the air through the evaporator 50 and the duct means. Water is also sprayed upon this evaporator 50 and any surplus of the water, due to the added condensation of moisture derived from the air is discharged upon the condenser of the liquefying apparatus through a drain pipe such as pipe SI shown in Fig. 4. During short periods when the car is standing and no electrical energy is available, cold water, which is cooled by a second evaporator I26 of the multiple system, is circulated over the face of the evaporator to supply cooling during such a period. If longer stops are necessary and the electric current is available, the compressor 82 may be driven by an electric motor supplied with such current.

In order to obtain better operation of the compressor, a constant speed variable ratio'direct axle drive is provided and in order to make the condensers more efiicient, water sprays are provided in order to make possible some evaporative cooling for condensers. Since the car may operate in either direction and the compressor and other apparatus is driven from the axle a two-way compressor and two-way fan together with dual condenser sprays are provided.

Referring'now to the drawings and more particularly to the first three figures there is shown an end portion of a railway passenger car 20 having inner walls 22 and outer walls 24 which extend over the top of the car to provide a roof 28, which is insulated, and a ceiling 26. The floor of'the car 30 is supported by the car frame 32 and is provided with a false floor 34 which provides two longitudinal ducts 36 at the floor level of the car. Beneath each of the seats this duct is provided with an apertured plate 38.

A duct 31 also extends longitudinally within the side Walls upon each side of the car between the window-sill and the floor of the car. Each of these ducts 31 connects with the adjacent longitudinal duct 36 at various points along the car arranged in such a manner as to provide even distribution of air discharged from the apertured plates 38. One side of each of the ducts 31 is exposed to the interior of the car so as to readily emit or absorb heat, as the temperature conditions may require, from the interior of the car for providing greater comfort. Thus, in cold weather the side walls are kept comfortably warm by the ducts 31 which also, by natural convection of air, provide a stream of warm air flowing upwardly past the windows. In warm weather, the inner face of the side walls may be kept cool by the cool air flowing through the ducts 31.

Extending longitudinally along the top of the car is a second duct 40 provided with grilled or screened openings 42 at various points in its bottom wall. The ducts 36, located in the floor of the car upon opposite sides beneath the seats, through their connection with the longitudinal ducts 31 in the sides of the car are connected by a pair of upwardly extending ducts 44 extending between the inner and outer walls of the car to the duct means 40 at the top of the car. The duct means 44, and the duct means 40 are connected to a second duct means 46 also located in the top of the car substantially in alignment with the duct means 40.

Within this duct means 46 is provided an inner means 48 containing refrigerant evaporating means 50 and a continuously operable propeller type fan 52 for constantly blowing air through the inner duct means 48 and the evaporating means 56 into a common chamber 54 located at the intersection of the duct means 44 and 48. The chamber 54 is provided with manually controlled multiple dampers 56 at the entrance of the duct means 40 and is provided with manually controlled multiple dampers 58 at the entrance of each of the duct means 44. The duct means 44 are also directly connected to the duct means 46 through separated openings which may be closed by the manually operated dampers 60. The duct means 40 are also connected to the duct means 46 by a duct means 62 under the control of the manually operable and multiple dampers 64. Each of the duct means 44 are provided with heating coils 68. Fresh air to the system is providedby an opening 10 in the vertical end of the car connecting directly to the duct means 46 under the control of suitable multiple dampers 12. Also located within the duct means 46 is an insulated chamber 14 containing a holdover solution forming a portion of the system as shown in Fig. 4.

During the heating season, the dampers 56, 58 and 60 are in the position in which they are shown in Figs. 1, 2 and 3 of the drawings. The air flow during the heating season has been shown by means of arrows in Figs. 1, 2 and 3. Thus as shown in Fig. 2, the air to be heated enters the duct system through the openings 42 which are provided in the main ceiling duct 40. Inasmuch as the damper 56 is closed during the heating season, the air flowing through the duct 40 flows through the open damper 64 into the duct 62 (Fig. 2) which conveys the air into the fan chamber. As shown in Fig, 1, the air picked up by the fan 52 is discharged through the open dampers 58 into the ceiling air ducts 44 in which the heating coils 68 are located. The air ducts 44 communicate with the side ducts 31 whiich distribute the heated air to the outlet grills 38. During the cooling season the dampers 58 and 64 are closed and the dampers 56 and 60 are open. With this latter arrangement of the dampers, air is withdrawn from the passenger compartment of the car through the grills 38 and passes through the ducts 31 and 44 which convey the air to the fan chamber via the dampers 60. Inasmuch as the dampers 58 are closed, and the damper 56 is open during the cooling season, the air leaving the fan 52 discharges into the overhead duct 40 from whence the air is distributed into the passenger compartment through the grills 42.

In Fig. 4 the evaporating means 50 is connected by a return conduit which extends downwardly to a refrigerant compressor 82 which compresses the evaporated refrigerant and forwards the compressed refrigerant through laterally extending conduits 84 and 86 to the dual'conclensers 88 and 90. The condensers are supplied with water from a water tank 92, located beneath the car and provided with air under pressure from the airbrake system through the air pipe 94. The tank 92 is connected by a downwardly extending water pipe 96 provided with a solenoid valve 98 and laterally extending conduits I02 and I04 which extend to the spray nozzles I08 for spraying water upon the condenser 88 and to the spray nozzles I08 which spray water upon the condenser for,

evaporative cooling.

The compressed refrigerant is liquefied in the condensers 88 and 90 and is collected in the common receiver IIO. From the common receiver liquid refrigerant is forwarded through the vertical supply conduit I I2 to the branch supply conduit II4 provided with a solenoid valve II6 for controlling the supply of liquid refrigerant to the inlet of the evaporator. A thermostatic expansion valve H8 is also provided for controlling the flow of liquid refrigerant into the evaporator according to the temperature existing at the outlet of the evaporator.

Connected in parallel in refrigerant circuit relationship with the evaporator 50 is a second evaporator I20 which is located within the tank I4 which contains a suitable holdover solution.

This second evaporating means is connected by the laterally extending refrigerant supply conduit I22 to the vertical refrigerant supply conduit H2 and has a thermostatic expansion valve 24 connected at the inlet of the evaporating means I20. This expansion valve I24 has its thermostat bulb I26 located within the tank I4 in contact with an outlet portion of the evaporator I20 so-that it is responsive both to the outlet temperature of the evaporating means and to the temperature of the solution in the tank I4. The outlet of the second evaporator means I20 is provided with a check valve I28 connected by a laterally extending conduit I30 with the return conduit 80 which extends to the inlet of the compressor 82.

In order to provide better control of the humidityof the air in the car and also to provide means for cooling the car when the compressor is not in operation I have provided a liquid circuit which includes a collecting sump I 32 located beneath the firstevaporator 50 for collecting all moisture and liquid discharged from the exposed surfaces of the evaporator 50. This sump I32 is connected by a pump I34 which pumps the liquid through a circuit which includes a pipe I36, a two-way valve I38 and thence either through the pipe I40 to the interior of the tank 14, or through the vertical pipe I42 to a horizontal pipe I44 which extends from the top of the tank I4 to a discharge spray I46 located directly over the evaporators 50. A check valve I48 is provided for preventingthe liquid tank I4 from being drained through the conduit I40. 1

The liquid used in this liquid circuit may be ordinary water, or in some cases a brine or other type of solution may be employed if proper precautions are taken. However, for general use water is more practical, since it has agreater latent heat of fusion. A small amount of ethylene glycol'may be provided in the water to prevent the water from freezing completely solid.

In operation water or other liquid in the tank I4 is supplied with refrigeration wherever available until the water or liquid congeals about the evaporating means I20 and the thermostat bulb I26. The'expansion valve I24 is preferably set so that it will close when the water or other liquid used congeals about the bulb I26. This provides a reserve supply for refrigeration.

Referring now more particularly to Fig. there is shown a portion of the electrical control circuit for the air conditioning apparatus which is connected by the conductors I50 and I52 to asource of electrical power such as'the ordinary electric.

lighting circuits usually supplied with power from an axle-driven generator. A thermostat I54 is provided at some suitable place within the interior of the car and controls the flow of current from the conductor I50 through the conductor I56 and the conductor I 58 to the solenoid refrigerant valve 6 while another conductor I60 at this same time energizes an electromagnetic switch I62 which control-s the flow of current from the conductor I50 through the conductors I64 and I66 to the water pump I34 and the other conductor I52.

Thus when refrigeration is required the thermostat switch I54 closes, the solenoid valve H6 is opened while the electromagnetic switch I62 is closed to cause the operation of a water pump for pumping the liquid over the evaporator 50.

The opening of the solenoid valve II6 will permit supply proper refrigeration,

-spray I 46 onto the evaporator 50.

the normal supply of refrigerant to flow into the evaporator 50, which by the evaporation of refrigerant within the evaporator will keep the evaporator 50 at the proper temperature and will also keep the water cool, which circulates over the evaporator 50. The water circulating over the evaporator 50' acts as an air washer and removes dust, smoke and pollen from the air. A centrifugal switch I68 is provided which is either directly or indirectly responsive to the speed of either the compressor or axle. When the axle or compressor operates at a suflicient speed to supply proper refrigeration, the centrifugal switch I68 will close and permit electric energy to flow from the conductor I50 through the conductor I'I0 to the conductor In for energizing the solenoid of two-way valve I38. This will cause the valve I38 to be turned as shown in Fig. 4 to cause the water or liquid to be pumped directly from the sump I32 through pipes I36, I42 and I44 to the liquid spray I46 located above the evaporator, so long as the thermostat I54 is closed, to provide refrigeration in the evaporator 50 and to cause operation of pump I34. When the axle or compressor operates at insufficient speed to the centrifugal switch I68 will open thereby deenergizing the solenoid of the two-way valve I38. This will cause the valve I38 to be'turned from its position shown in Fig. 4 so that the water or liquid will be pumped from the sump I32 through the pipes I36 and I40 into liquid tank 14 where it will mix with the holdover liquid previously cooled by the evaporator I20 and from which it will be discharged through the pipe I44 and the liquid The liquid tank I4 has a comparatively large volume so that any surplus of refrigeration may be used to cool this'water so that it will be cooled sufficiently to provide refrigeration for the car from the water spray which flows over the evaporator 50 during times when refrigeration is not available.

Inasmuch as the temperature of the coil 50 is frequently below the normal dew-point temperature of the air to be conditioned when the refrigerating system is in operation, a certain amount of moisture from the air will be removed by the coil50 and this moisture will be added to the water in the sump I32. A drain pipe 8| causes any surplus water resulting from such condensation to be drained onto the condenser 88, thereby increasing the condensing capacity of the condenser.

The centrifugal switch also controls the flow of electric energy from the conductor I50 through the conductor I12 to the conductor I50 for energizing the solenoid 98 which permits the water to flow from the tank 92 to the condenser spray nozzles I06 and I08 for evaporative cooling of the dual condensers 88 and 80. The entire system may be controlled by a manual switch I" provided. in series with the conductor I52. Should no refrigeration be required in the passenger compartment, the thermostat I54 will permit the refrigerant valve II6 to close and the switch I62 to open to stop the water pump I34 so that no circulation of liquid will take place and all the refrigerant will be supplied to the evaporator I28 in the tank 14.

Fig. 6 shows the general lay-out of the liquefying apparatus shown in Fig. 4 and particularly shows the compressor drive and the air circulation therein. The compressor is provided with a five groove pulley I16 which is connected by five V-belts I18 to a drive pulley I88 located upon one end of a countershaft I82 which is provided at its opposite end with a three belt pulley I84 for connection with some suitable constant speed drive having a variable ratio driving connection with one of the axles of a railway car or other vehicle so as to drive the pulley I84 at a substantially constant speed regardless of the speed of rotation of the axle.

The liquefying apparatus is provided with an air-tight casing I86 which contains the compressor 82 and its drive mechanism as well as the dual condensers 88 and 98 which are located at the outlets of the sealed chamber I86 connected by ducts I88 and I98 to the screened outlets I92 and I94. The casing I86 is also provided with an opening I96 for a two-way fan I98 which is mounted upon the countershaft I82 half way inside the casing I86 and half way out. This twoway fan I98 is peculiar in that it is symmetrically shaped to provide substantially equal. delivery of air in each direction of rotation. With this type of fan, when the car operates in one direction,

the air will be forced through the condensers by the fan forcing the air into the casing I86; while the air will be drawn through the condensers in the opposite direction when the car operates in the opposite direction by the fan pulling the air out of the casing I86 and thereby creating a lesser than atmospheric pressure within the casing I86.

Eflicient evaporative condenser cooling is very important for railway air conditioning since by the eflicient use of a small amount of water, the compressor load and therefore the load upon the heavily loaded locomotive can thereby be reduced. I have found that the water sprays for evaporative cooling of the dual condensers do not operate to efliciency and long life.

drive. This is desirable because of the fact that refrigeration requirements are substantially the same regardless of the speed of the car and also because it is desirable to operate the compressor at a speed which will provide the greatest capacity obtainable after giving due consideration I have provided a novel form of constant speed drive which includes a cone-shaped driving member 3I6 provided upon the car axle and a driven cone member 3I8 mounted upon a countershaft 328 which is supported upon hearing bosses 322 and 324 formed as a part of the frame member 3I2. Between the driving and driven cone members 3I6 and 3I8 is an intermediate idler pulley 326 freely rotatable upon the end of a non-rotatable but slidable shaft 328 which is slidably mounted in the bearing boss 322.

Since the cone-shaped members 3I6 and 3I8 have their small ends facing in opposite directions it will be understood that when the pulley 326 is between the small portion of the cone 3I6 and the large portion of the cone 3I8, several revolutions of the axle 3I4 will be required to drive the countersha-ft 328 through one revolution. Also it will be noted that when the idler pulley 326 is located between the large portion of the cone members 3I6 and the small portion of the cone member 3I8, one revolution of the axle 3| 4 will provide several revolutions of the countershaft 328. I take advantage of a varying driving ratio which can be obtained by such mechanism to maintain the countershaft 328 rotating at a constant speed so long as the axle 3I4 rotates at a sufficient speed to bring it within the possibilities of this mechanism.

between which is located the compressor 282 the wall of the casing directly adjacent one end The other end of thefof the compressor 282.

In order to drive the couhtershaft 328 at a constant speed I provide a centrifugal means operated by the axle for moving the idler pulley 326 toward the large end of the cone member 3I6 when the axle 3H rotates at a slow speed, and for moving the idler pulley 326 toward the smallend of the cone member 3I6 when the axle 3I4 rotates at a high speed. To this end I provide a sleeve 338 which is clamped upon the axle shaft 3 by binding the clamps 332. This sleeve 338 has a collar 334 fixed thereto which is provided with pivot bosses 336 to which are pivoted the arms of the fly-ball members 338. The arms of the fly-.ball member 338 are connected by links 348 to a collar 342 slidably mounted upon the sleeve 338. This collar 342 is provided with a groove 344 which receives a roller mounted upon one end of the lever 346 which is pivoted to an extending portion of the projection 322. The opposite end of the lever 346 is provided with a slotted end 348 which receives a roller 358 provided at the end of the slidable shaft 328 upon which is mounted the idler pulley 326.

A compression type coil spring 352 is provided for opposing the centrifugal action of the fly-ball members 336 and particularly for pulling the alternating current motor shaft of the alternating:

current motor 382 is provided with a three belt pulley 3I8 located outside the casing 286 for con- -speed of the car axle into a constant speedaxle 3I4. By such a device within the possibili-' ties of the ratio provided by the cone members 3I6 and 3I8 the oountershaft 328 is driven at a substantially constantspeed. This countershaft nozzles 360 and 362.

320 is provided with a grooved pulley 354 which through the medium of three V-belts 356 connected to the pulley 310 drives the compressor It will be seen by this arrangement thatthe compressor 282 will be driven in one direction when the car is pulled in one direction and the compressor will be driven in the opposite direction when the car is being pulled in the opposite direction. Reciprocating compressors can readily be made which can operate in both directions with substantially equal facility. The fan .298, however, reverses the direction of air flow when this reversal of drive takes place. In order to provide eflicient evaporative cooling of the dual condensers 288 and 290 it is necessary to take in account this reversal of direction of cooling air through the dual condenser. When the car moves in one direction the fan 208 will force air into the casing 286 into the portion of the casing containing the motor 302 and the compressor 282 from which a portion of air will flow in opposite directions through the dual condensers 288 and 280 and out the grilled or screened openings 358 located at the opposite ends of the casing.

When the car is pulled in the opposite direction the fan 298 will create a lower pressure within the casing containing the compressor 282 and the motor 302. This will cause-air to flow into the casing through the grilled or screened openings 358 and thence throughthe 'dual condensers 288 and 290 into the portion of the casing occupied by the motor and compressor.

In order to properly apply water to these condensers in both directions I have provided two sets of spray systems, one of which includes the nozzles 360 and 382 located in the central portion of the casing 286 and a second set of nozzles 384 and 366 which are located in the end portions of the casing 286 upon the opposite sides of the dual condensers. I then provide a twoway rotary valve 368 which supplies water to the spray nozzles 364 and 366 when the fan 288 draws air into the casing 286 through openings 358 and discharges the air out through the fan opening 286. When the car is pulled in the Opposite direction the fan 298 rotates in the opposite direction and pulls air into the casing286 through the fan opening 286 and discharges the air from the casing through the openings 358. When the air is discharged from the openings 358, the valve 368 will cause the water to be supplied to the by an electrical operating mechanism310 which is supplied with direct current through conductor means 312 which connects to a small generator 314 which is directly connected to the countershaft 320 through coupling 316 for the purpose of controlling the valve 368 in accordance with the direction of rotation of the countershaft 320. The generator 314 is preferably of a simple direct current type which is adapted to reverse the flow of current upon a change in the direction of its rotation; The electrical operating mechanism 310 is preferably like an ordinary direct current.

motor excepting that it is provided with a battery operated field so that it will turn in opposite directons according to the direction of the flow of current provided by the generator 314. The

valve 368 is preferably provided with stops; so

as to stop its rotation by the operating means 310 when it reaches the positions at which it connects with the sprays 360 and 362 at one position and 364 and 366 at the other position. The operating mechanism 310 is preferably made so The valve 368 is controlled as to receive whatever current is generated by the generator 314 even when the operating mechanism 310 is stalled.

The alternating current motor 302 is provided for the purpose of driving the compressor 282 when the car stands, usually at a station, for a suitable period of time, much longer than the holdover tank 14 can supply adequate refrigeration under normal circumstances. This motor 302 does not necessarily have to be an alternating current motor, but should be a motor which can operate upon a source of electric energy available at the stations where it is to be used. However, since it is customary to have available three phase alternating current at railway-stations, such a motor is shown herein.

Referring now to Fig. 8 which shows a wiring diagram of a portion of the control system, the electric motor 302 is shown provided with a three phase system of conductors 318 which connects to a relay 380 which in turn connects to a threephase connecting plug 382 for convenient connection with the three-phase source of power. The closing of the relay 380 is controlled by the energization of itsoperating solenoid 384 which is connected by its conductors 386 with supply conductors 388 and 390 when the thermostat 382 is closed. The thermostat 392 is preferably responsive to the car temperature. rent generator 394 which is-usually provided for lighting purposes serves to supply the energy to the supply conductor 388 and 390 and also supplies energy to the battery 386 connected in parallel with the generator 384 so that it may receive energy from the generator when the generator is in operation and so that it may supply energy when thejgenerator is not in operation.

When the relay switch 380 is closed a second relay switch 398 is-opened. This second relay switch 398 is connected through the electric circuit 402 to two wires of the three-phase conductors 318. The relay 398 controls the flow of energy through the conductors 404 and 406 to an electromagnetic valve 408 which controls the supply of air through an air pipe 410 to a bellows 412 which operates a clutch 414 provided on the countershaft 320 between the projection 324 and the pulley 354. When the magnetic valve 408 is energized by the closing of the thermostat 3'92 and the relay 398, the valve opens to permit air to be supplied through the pipe 410 to the bellows 412 to cause the clutch 414 to be closed. Thus, when either of the switches 382 or 398 is open, the valve 408 closes, vents the air from the 414 to be opened thus releasing the drive mechanism for the-compressor from a constant speed drive mechanism connected to the axle. Under such conditions the thermostat 382 controls the operation of' the motor 302 through the relay switch 380.

In Fig. 9 a difierent sort of evaporative condenser system is shown provided for the llquefying unit shown in Fig. 4. In this system the overflow from the sump 132 connects with piping 410 which extends downwardly at its opposite ends to sumps 412 and 414 which-are provided beneath the condensers 488 and 480; The refrigerated water spray collects a considerable portion of the moisture from the air to provide the sump 132 with a supply of water for condenser cooling purposes. The casing 486 is provided with a fan! opening 486 for'the two-way The direct curfan 498 which has the drive pulley 488 connected by belting 418 to the compressor pulley 418 for driving the compressor 482. The compressor supplies the dual condensers 488 and 498 with compressed'refrigeraht through the piping 484.

In order to supply water to the dual condensers 488 and 488 for condensing purposes, a water slinger 488 is provided in the form of a wheel which has its rim dipping into the water which collects in the sump 4| 2. driven through the flexible shaft extending through a casing M2 to a gear 4l4 which meshes with the gear 8 upon the shaft of the pulley 488. Another gear 8 meshes with the gear 8 of the casing wall.

The slinger 488 is 10 upon its opposite side and drives a flexible shaft within the casing 428 which is connected at its opposite end to the slinger 488 also in the form of wheel having its rim dipping into the Water in thesump 4| 4. Each slinger throws films of water up in front of the condensers which are carried by the movement of air created by the fan 488 through the condensers. The slinger 488 is better shown in Fig. 11. Pans may be provided upon the opposite sides of the condensers to collect the excess water and return it to the sump.

In Fig. 10 I show a more elaborate and more eflicient form of an evaporative condenser for the liquefying apparatus shown in Fig. 4. In this form the outlet of the compressor 582 is connected by piping 584 with coils 582, 584 and 588 arranged in water collecting basins 588, M8 and H2 located upon one set of the dual condensers 588 while coils 5l4, 5H5 and 5l8 are located in water collecting basins 528, 522 and 524 upon the extreme opposite side of the dual condenser 588. These coils are also connected to the compressor by piping 584. On each side the collecting basins are provided with serially arranged overflow pipes arranged in cascade fashion in order to maintain a sufllcient supply of water to cover the coils and to carry away any surplus to any coils requiring such a surplus. These collecting basins collect any water which passes through the dual condensers from the spray nozzles 528 and 528 located-upon the opposite sides of the dual condensers. Thus a very efficient use of the water or evaporative cooler is made. The serpentine coils 582, 584 and 588 remove the superheat from the compressed refrigerant and then the compressed and cooled refrigerant is conducted upwardly through the conduit 538 to the top of the dual condenser 588 while the refrigerant cooled by the serpentine coils upon the opposite side of the unit is carried up through the conduit 532 to thetop of the companion dual condenser 598.

In Figs. 12 and 13 is shown the two-way fan which has also been shown upon a smaller scale in Figs. 4, 6, 7, 9 and 10. In this fan 4, 6 or 8 blades are usually provided upon a 4, 6 or 8 arm spider 682 which is provided with a hub and mounted upon the fan shaft. The arms of the spider are set at an angle of about 30 and the blades 684 are riveted to the arms of the spider.-

In order to make the structure more rigid, the

arms of the spider extend upon both sides of the plate and the rivets go completely through both portions of the spider and the blade for firmly holding the blades. Theblades taper from the centerto the outside and are'provided with bent both directions of rotation and also serve to Thus it will be seen that I have provided an improved highly efficient railway air conditioning system with common duct means and air circulating means for both winter and summer operation requiring heating and cooling, and I have provided a mechanical drive from the axle to the compressor through the medium of a constant speed device for providing a simple relatively inexpensive drive for the compressor, and I have also provided means forsupplying refrigeration during both short and long periods when the car is not in operation.

While the form of embodiment of the present invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. An air conditioning system including a first and a second cooling means, means for circulating air in heat exchange relation with said first cooling means, a liquid container in heat exchange relation with said second cooling means, means for circulating liquid from said liquid container into heat exchange relation with said circulating air when said first cooling means is not effective, and means for by-passing said liquid container and circulating the liquid into heat exchange relation with the first cooling means and the circulating air when the first cooling means is effective.

2. An air conditioning system including a first and a second cooling means, means for circulating air in heat exchange relation with said first cooling means, a liquid container in heat exchange relation with said second cooling means, a circuit for conducting liquid-from said liquid container into heat exchange relation with said first cooling means and the circulating air and returning the liquid to the liquid container, said circuit being provided with a by-pass around said liquid container, means for circulating liquid through said circuit, and means for controlling the by-passing of said liquid container by r the liquid. v

3. An air conditioning system including a first and a'second cooling means, means for circulating air in heat exchange relation with said first cooling means whereby said air is cooled and moisture is condensed onto said first cooling means, a liquid container in heat exchange relation with said second cooling means, a circuit'for conducting liquid from said liquid container into heat exchange relation with said first cooling means and the circulating air and returning the liquid and condensate to the liquid container,

said-circuit being provided with a by-pass around moisture is condensed onto said first cooling means, a liquid container in heat exchange relation with said second cooling means, a' circuit for conducting liquid from said liquid container into heat exchange relation with said first cooling means and the circulating air and returning the liquid and at least a portion of the condensate to the liquid container, said circuit being provided with-a by-pass around said liquid container, means for circulating liquid throughsaid circuit, and means for controlling the by-passing of said liquid around said liquid container, a liquefying means for supplying refrigerant to andv for withdrawing refrigerant from said cooling means, means for conducting a portion of the liquid from said circuit into heat exchange relation with said liquefying means, a variable speed source of power, a constant speed driving mechanism connectingsaid source of power to said liquefying means, said means for controlling the by-passing of the liquid being responsive to the speed of said variable source of power.

5. In combination with a vehicle, means for circulating a stream of air for said vehicle, means for cooling said'air, first and second liquid sumps, means for cooling the liquid in the first of said sumps, means for spraying liquid from said first sumpinto said air stream when said air cooling means is inoperative to cool said air, and means for spraying liquid from saidsecond sump only into said air stream when said air cooling means is operative to cool said air.

6. In combination, air coolingmeans, means for flowing air to be conditioned in thermal exchange relationship with said cooling means, a first liquid sump, a second liquid sump, means for changing the temperature of the liquid in said first sump, means for circulating liquid from said first sump into thermal. exchange with said air stream when said air cooling means is inoperative to cool said air, and means for spraying liquid from said second sump only into said air stream when said air cooling means is operative to cool said air.

CHARLES F. HENNEY. 

